Narrative:

Descended from cruising altitude of 5;500 ft to pattern altitude for a left downwind runway xxr; I was to pass behind the only other traffic at that time; a C-135; in sight and now on final for the longer runway xxl (both runways are 150 ft wide). Winds were reported 320@12 gusting 20. 30 degrees flaps were added on left base. Once aligned with runway xxr; I selected 40 degrees (full) flaps. Initially crabbing into the wind with nose right; I straightened the aircraft for landing; right wing low. I was prepared to land longer because the taxiway at the midpoint of the 6;000 ft runway led to my destination maintenance facility. At touchdown; I felt a strong push sideways to the left and uncontrollably skidded toward the left runway edge. This sudden lateral movement came even with full right aileron applied. The aircraft was now pointed straight down the runway; but skidding at 45 degrees. I am certain (after seeing the tires) I must have applied brakes before exiting the pavement and with flat main gear tires; left the runway for rocks along the edge and hard; rocky tundra between the runways. I was not aware of my tire condition and thought I was still 'rolling' toward a 3;000 ft runway marker sign. I veered further to the left avoiding the sign and once beyond it; thought I may acquire the runway. I asked the tower if they could see the condition of my left tire and they said it was flat. I told them I would be shutting down there. The maintenance facility removed the main gear wheel assemblies; installed loaner assemblies and towed the aircraft to the hangar. Inspection of the aircraft revealed nicks and abrasions to the left rear side fuselage; both strakes; a scrape on the rudder surface and underside left flap skin damage; all due to flying rocks. There may be leakage in the undercarriage as well. In recalling the incident of today; although I have experienced that amount of wind on approach before; I would elect to use less flaps to allow for more aileron and rudder authority. Selecting the longer runway may have helped. I feel the best outcome may have occurred if I had simply gone with the direction of the skid (plenty of room available); not applied brakes (an instinct); avoided the sign and come to a stop. Shutdown and towing was the outcome anyway. I knew the pc-12 landing gear could handle hard packed; rough landing surfaces; and therefore I thought I may simply regain the runway. Not realizing my tire condition; some power was applied to possibly regain control and I am certain this may have caused additional damage.

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Original NASA ASRS Text

Title: PC-12 pilot reported losing directional control after landing in a crosswind; resulting in a runway excursion and some damage to the aircraft.

Narrative: Descended from cruising altitude of 5;500 FT to pattern altitude for a left downwind Runway XXR; I was to pass behind the only other traffic at that time; a C-135; in sight and now on final for the longer Runway XXL (both runways are 150 FT wide). Winds were reported 320@12 gusting 20. 30 degrees flaps were added on left base. Once aligned with Runway XXR; I selected 40 degrees (full) flaps. Initially crabbing into the wind with nose right; I straightened the aircraft for landing; right wing low. I was prepared to land longer because the taxiway at the midpoint of the 6;000 FT runway led to my destination maintenance facility. At touchdown; I felt a strong push sideways to the left and uncontrollably skidded toward the left runway edge. This sudden lateral movement came even with full right aileron applied. The aircraft was now pointed straight down the runway; but skidding at 45 degrees. I am certain (after seeing the tires) I must have applied brakes before exiting the pavement and with flat main gear tires; left the runway for rocks along the edge and hard; rocky tundra between the runways. I was not aware of my tire condition and thought I was still 'rolling' toward a 3;000 FT runway marker sign. I veered further to the left avoiding the sign and once beyond it; thought I may acquire the runway. I asked the Tower if they could see the condition of my left tire and they said it was flat. I told them I would be shutting down there. The maintenance facility removed the main gear wheel assemblies; installed loaner assemblies and towed the aircraft to the hangar. Inspection of the aircraft revealed nicks and abrasions to the left rear side fuselage; both strakes; a scrape on the rudder surface and underside left flap skin damage; all due to flying rocks. There may be leakage in the undercarriage as well. In recalling the incident of today; although I have experienced that amount of wind on approach before; I would elect to use less flaps to allow for more aileron and rudder authority. Selecting the longer runway may have helped. I feel the best outcome may have occurred if I had simply gone with the direction of the skid (plenty of room available); not applied brakes (an instinct); avoided the sign and come to a stop. Shutdown and towing was the outcome anyway. I knew the PC-12 landing gear could handle hard packed; rough landing surfaces; and therefore I thought I may simply regain the runway. Not realizing my tire condition; some power was applied to possibly regain control and I am certain this may have caused additional damage.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.